Motor control system



April 1937- G. RILEY ET AL 2,078,683

MOTOR CONTROL SYSTEM Filed Sept. 26, 1935 2 Sheets-Sheet l a1 Brak ng "W: 65 Rates WITNESSES: INVENTORS.

44 Lynn /Pi/eg, Narman h. M/i/Zbg M and F/d -'.Paw

p 1937. G. RILEY ET AL 2,078,683

MOTOR CONTROL SYSTEM Filed Sept. 26, 1935 2 Sheets-Sheet 2 INIVENTORS. Lyn/7 G/Pflay, Norma/2 H Wi/lbg and Frank B. P rs.

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Patented Apr. 27,- 1937 UNITED STATES PATENT OFFICE 2,078,683 I MOTOR CONTROL SYSTEM Application September 26, 1935, Serial No. 42,186

18 Claims.

Our invention relates, generally, to motor control systems, and more particularly to systems for controlling the deceleration of electrically propelled vehicles by means of electrical braking.

In view of the utilization of resilient wheels on light traction vehicles, such as street cars, to secure quieter operation, it is necessary to provide some means of braking the vehicles other than by friction brakes on the wheel treads, as the high temperature, resulting from the transformation of the stored energy oi the vehicle into heat at the wheel rims, is injurious to the resilient material provided in the wheels.

An object of the invention, generally stated, is

" to provide a system for automatically controlling both the acceleration and the deceleration of an electrically propelled vehicle which shall be simple and eflicient in operation and. which may be economically manufactured and-installed.

A more specific object of the invention is to provide for decelerating an electrically propelled vehicle by both regenerative and dynamic braking.

Another object of the invention is to provide for automatically establishing regenerative and dynamic braking in sequential relation. A iurther object of the invention is to provide for varying both the accelerating and the decelcrating rate of an electrically propelled vehicle by the operator of the vehicle.

Still another object of the invention is to provide for the smooth deceleration of an electrically propelled vehicle in the event that the power is shut off by the operator of the vehicle while it is in operation.

A still further object of the invention is to prevent an excessive flow of current upon the reapplication of electrical power or brake while the vehicle is coasting.

Another object of the invention is to prevent the generated voltage from rising to a dangerous value in the event of power interruption during regeneration.

Other objects of the invention will be explained fully hereinafter or will be apparent to those skilled in the art.

According to one embodiment of the invention, both the acceleration and the deceleration of the propelling motor of an electric vehicle are controlled by an accelerator of the type described in Patent No. 1,991,229, issued February 12, 1935 to L. G. Riley and assigned to the Westinghouse Electric 8; Manufacturing Company. The celerator comprises a circular copper bus divided into two sections inside of which are disposed a plurality of contact fingers which are progressively forced against the bus by a revolving roller driven by a pilot motor. The main contact fingers in one section of the accelerator are connected to a resistor which is in series with the motor armature and the fingers in the other section are connected to a resistor for controlling the current in the shunt field winding of the motor, which is a compound motor having a series field winding and a shunt field winding.

During a typical cycle of operation, the motor driven roller passes over the main contact fingers to cut resistance out of the armature circuit to accelerate the propelling motor. It then passes over the field fingers, decreasing the shunt field current and continuing the acceleration to produce maximumspeed of the motor. The regenerative braking cycle is just the reverse. The roller first passes over the field fingers, increasing the shunt field current and causing regenerated current to flow through the motor armatures. When the maximum shunt field strength has been reached, determined by the position of the roller, the motor is automatically connected for dynamic braking and the roller continues over the main fingers cutting resistance out of the armature circuit during dynamic braking.

For a fuller understanding of the nature and objects 01? the invention, reference may be had to the following detailed description, taken in conjunction with the accompanying drawings, in

.which Figures 1 and-1A, taken together, constitute adiagrammatic view of a control system embodying the invention.

Referring to the drawings, a motor i may be utilized for propelling a vehicle (not shown). The motor i is of the compound type, having an armature winding 2, a series fieldwinding 3 and a shunt field winding 4. An electrically operated line switch LS is provided for connecting the motor to a trolley 5. The trolley 5 engages a power conductor 6 which may be connected to any suitable source of power, such as a generating station (not shown).

Both the acceleration and the deceleration of the vehicle are primarily controlled by a motordriven accelerator i which is of the same general type as the one disclosed in the aforementioned Patent No. 1,991,229. .prises a circular copper bus divided into two insulated sections 8 .and 9, inside of which are disposed a plurality of contact fingers Iii to 30, inclusive, which are progressively forced against the bus by a revolving roller 3i.

The roller 3! is driven by a pilot motor 32 The accelerator 1- comthrough shai'ts l3 and 34. The pilot motor 22 is provided with' two field windings 35 and I, one for each direction oi rotation. A brake 31 is provided for stopping the motor, a brake release coil 38 being connected in series with the pilot motor and deenergized when the motor is deenergized.

The accelerator I is provided with two resistors 4| and 42, each resistor being divided into a number of subdivisions which are connected to the contact fingers of the accelerator. "Ihe resistor 4| is connected to the contact fingers ID to 2|, inclusive, and the resistor 42 is connected to contact fingers 22 to 30, inclusive. The resistor 4| is connected in the armature circuit of the motor I and is utilized to control the armature current. The resistor 42 is utilized to control the current in the shunt field winding 4 of the motor during acceleration and regenerative braking, aswill be more fully described hereinafter.

It will be observed that contact finger 22 is depressed by a push rod 43, actuated by a cam 44, and that the contact finger will be held against the bus bar 9 until the roller 2| reaches this finger. Likewise, contact finger 2| will be held against the bus bar 8 by a push rod 45, actuated by a cam 46, after the roller 2| passes over the finger 2| in order that the motor .circuit will not be interrupted.

As shown, a, number of cam switches A, C, D, E, H, K, N, T, V, and X are located in the accelerator l and are actuated by the shaft 34. The reference numerals Hi to 30', inclusive, indicate the contact fingers over which the roller 3| travels while the cam switches are closed. The function of the various cam switches will be explained as the description of the control system proceeds.

In addition to the accelerator and its associated cam switches, several other switches are provided to perform all main switching operations not taken care of by the accelerator. These switches include a resistor-shunting switch Ri, which is interlocked to close after the line switch LS closes, thereby limiting the current fiow when 18 closes; switches Si and S2 for establishing the shunt field connections; S3, S4, and S6 which cooperate with the accelerator in controlling the shunt field current; a switch Bl for establishing dynamic braking connections for the motor I; and switches B2 and B4 which shunt a portion of the accelerator resistor 4| to provide two rats of dynamic braking.

A master controller MC is provided for controlling the motor connections both during acceleration and braking. As shown, the controller is of the drum type, having a central oiT" position with accelerating positions on one side and braking positions on the other. On the .accelerating side there are a switching position, a slow-speed running position and a certain amount of travel for various rates of acceleration. The variable accelerating rates are obtained by mechanically increasing the tension on a spring 41 on a limit relay LR as the controller handle is advanced. A reversing switch aoraess the desired rates of acceleration and deceleration. The relay is provided with three coils ll, 62, and 52, mounted on the stationary element, and a coil 54 on the moving element of the relay. During acceleration, the coil BI is connected across the trolley voltage and the moving coil I4 is'connected across a shunt 55 in the motor armature circuit. Relay operation checks the speed of the pilot motor when the desired armature current is reached. During regenerative braking, the stationary coil 5| is connected across the motor shunt field 4 and measures the shunt field current. The moving coil again measures armature current. The resultant operation maintains constant braking tractive eifort by checking the pilot motor speed, as during acceleration.

The coil 52 on the limit relay is so connected during braking only that the fiux established by this 0011 adds to the fiux established by the coil 5|,thereby causing the relay to limit the regenerated current at high speeds to a value which the motor can commutate. A voltage equal to .the drop of the shunt field current through a portion of the accelerator resistor 42 is applied to the coil 52. The additional flux in the relay produced by this coil causes operation of the relay at a lower value of armature current. As the accelerator roller progresses back across the field contact fingers approaching the finger 26 to which the coil 52 is connected, the voltage of the coil is decreased, allowing increasing values of armature current. As the roller passes over finger 26, the coil 52 is short-circuited and the limit relay functions in its normal manner during the remainder oi! the regenerative braking cycle. The coil 53 is energized when the contact members 01' the relay are closed, which causes the relay to pump or vibrate over a wide range in setting, thus slowing down the accelerator roller before its progres- 'sion is stopped by the limit relay. As previously stated, the setting of the limit relay may be varied at the will of the operator to control both the acceleration and the regenerative braking rates by operating the controller handle to vary the tension on the spring 41.

In order to prevent a heavy rush of current upon the re-application of power or electrical braking after coasting, a spotting relay SR. is provided to change the position or the accelerator roller during coasting to approximately match the car speed. The relay coil is energized during coasting by the main motor voltage produced by a small shunt field excitation, which voltage is proportional to the car speed. As the speed decreases, the contact members of the relay are closed, causing the accelerator roller to be returned toward the first contact finger until a cam switch cuts some resistance out of the relay coil circuit. The contact members of the relay are then opened, holding the accelerator until the car speed has been further reduced, when another backward movement of the accelerator is caused by the closing 01' the relay contacts. This operation continues until the master controller is moyed out 01' the coasting position, or until the accelerator is returned to the first position.

With a view to insuring a smooth shut-oil of Power at all speeds, an easy shut-ofi relay S0 is provided. The relay coil is connected in series with the motor armature 2 and the relay functions to hold the line switch LS closed until the motor current has dropped to a moderate value during shut-oil. When the master controller is returned to the on position, the pilot motor 32- dangerous value in case of power interruption during regeneration. The relay operating coil is connected to measure the voltage oi the motor I during regeneration and relay operation opens the line switch LS, opens the braking switch BI if it is closed or prevents it from being closedto prevent dynamic braking, opens or prevents the switch S2 from closing and opens switch S4 to decrease the motor shunt field strength. The opening of the line switch LS removes voltage from the control apparatus'and stops further progression of the accelerator roller. As shown, the overvoltage relay is of a latch type and must be reset by disengaging the latch.

In order to synchronize to the line at various speeds during regeneration, the motor generated ,voltage is applied to the operating coil of the line switch. When the generated voltage is approximately equal to the line voltage, which is the normal operating voltage the line switch coil, the line switch is closed and regeneration results. Regeneration is prevented by an interlock on the switch SI unless preceded by motoring or coasting and dynamic braking is prevented by an interlock on the switch RI unless preceded by' regeneration during which RI is closed.

In order that the functioning of the foregoing apparatus may be more clearly understood, the operation of the system will now be described. Assuming that the master controller MC is moved to the switching position, circuits are established for, operating the motor I with all of the external resistance connected in series with the motor, thereby causing the vehicle to move at the slowest rate.

Referring to the drawings, it will be seen that the following circuits are established when the master controller is moved to the switching position. One terminal of the coil-54 of the limit relay LR, is connected to one terminal of the shunt 55 through .conductor 8|, contact fingers 62 and 83 bridged by contact segment 84 of the master controller, and conductor 85 to one ter minal of the shunt 55. The other terminal of the coil 54 is connected to the shunt through conductor 88, contact fingers 81, and 58,bridged by contact segment 89, and conductor 1| to the other terminal of the shunt 55. The coil 54 is, therefore, connected to measure the armature current of the motor I when the current is flowing in the motoring direction.

At this time, one terminal of the coil I on the limit relay LR is connected to ground through conductor I2, contact fingers l3 and I4, bridged by contact segment 15, and conductors I6 and "I1 to a grounded conductor 18. The other terminal of the coil 5| will be connected to the trolley 5 after the switch SI is closed, the circuit extending through conductor 8|, contact members 82 of the switch SI and conductor 83 to the trolley 5.

The actuating coil of switch SI is energized at this time to close the switch SI, thereby energiz ing the shunt field winding 4 oi the motor I.

The energizing circuit for the actuating coil of the switch SI may be traced from conductor 83, which is connected to trolley 5, through contact fingers 84 and 85 which engage contact segments 88 and 81, respectively, of the controller MC, conductor 88, the actuating coil of the switch SI, conductor 89, an interlock 9| on the switch S2, and conductor 11 to the grounded conductor 18.

The switches S5, S4, and S3 are all closed at this time to shunt the resistors 92, 93 and 94, respectively, from the field winding circuit. The energizing circuit of the actuating coil of the switch S8 may be traced from a contact finger 96, which engages contact segment 9! of the controller MC, conductor 98, the cam switch V on the accelerator I, conductors 99 and I8I, the actuating coil of the switch S8 and conductors I82, I88 and I84 to the grounded conductor I8. The energizing circuit of the actuating coil of the switch S4 extends from the cam switch C, which is closed at this time and energized by the conductor 98, through conductors I85 and I88, the actuating coil of the switch S4, conductors I8land I88, contact members I89 on the relay 0V and conductors III and TI to the grounded conductor 18. The energizing circuit for the actuating coil of the switch S3 may be traced from the cam switch X through conductors H2 and H3, the coil of the switch S3, conductor H4, an interlock M5 on the switch S4, and conductors H8, I82, I83 and I84 to the grounded conductor 18.

It will be noted that holding circuits are established for the switches S8, S4, and S6 when the master controller is in the switching and the slow speed running positions, thereby preventing these switches from being opened while the controller MO is in these positions. The holding circuit for the switch S3 may be traced from conductor 83 through conductor IIl, an interlock EH8 on the switch S4, conductor II9, contact fingers Hi and I22, bridged by contact segment 523 of the controller MC, conductors H2 and H8, thence through the actuating coil of the switch S8 and the circuit previously traced to the grounded conductor I8. The holding circult for the switch S4 extends from contact finger I24, which engages the contact segment I23, through conductors I85 and I88 to the actuating coil of the switch S4 and thence to ground through the circuit previously traced. The holding circuit for the switch S8 may be traced from a contact finger I25, which also engages the contact segment I28, and conductors 99 and IN to the actuating coil of the switch S8 and thence to ground through the circuit previously traced.

Following the closing of the switch S3, the line switch LS is closed to connect the armature of the motor I to the power conductor 88. The energizing circuit for the actuating coil of the switch LS may be traced from a contact finger I28, which engages the contact segment 81 energized by' the conductor" 89, through conductor I21, an interlock I28 on the switch S8, conductor I29, an interlock I3I on the switch BI, conductor I32, contact members I33 on the relay 0V, conductor I84, the actuating coil of the limit switch LS and conductor 11 to the grounded conductor 18.

The switch RI is closed after the closing of the limit switch LS, thereby shunting a resistor I35 irom the motor circuit. In this manner, the amount of current permitted to flow through the motor circuit upon the closing of the switch L8 is limited by the resistor I35, which is not shunted from the motor circuit until after the switch L8 is closed. The energizing circuit for the actuating coil of the switch RI may be traced from the previously energized conductor 33 through an interlock I36 on the switch LS. conductors I31 and I35, the actuating coil of the switch RI and conductors I39 and 11 to the grounded conductor 15. The closing of the switch RI also establishes a holding circuit for the switch LS through a circuit which may be traced from the previously energized conductor I33 through an interlock I4I oi the switch RI, conductors I42 and I23, the interlock I3I on the switch BI, conductor I32,

contact member I33 on the relay 0V, conductor I34, the actuating coil or the switch'LS and conductor 11 to .the grounded conductor 15.

The motor I is now connected to the power source in series with the resistance in the accelerator 1. The circuit through the armature winding of the motor may be traced from the trolley 5 through conductors 33 and I43, contact members I44 oi the switch 18, conductors I45 and I45, contact members I41 oi. the switch RI, conductor I45, the series field winding 3 of the motor I, the armature winding 2, the shunt 55, conductor I45, the actuating coil oi the easy shut-off relay SO, conductor I5I, the contact finger III which engages the bus bar 5 of the accelerator 1 and resistor H to ground at I52.

The shunt field winding 4 of the motor I is energized through a circuit which may be traced from the power conductor 83 through contact member 52 of the switch SI, conductors I53 and I54, the shunt field winding 4, conductor I55, the contact members I56, I51, and I55 01 the switches 83, S4, and S6, respectively, conductor I55, the bus bar 9 oi the accelerator I, contact finger 22 which is held against the bus bar 5 by the push rod 43 and thence to ground at I52.

As explained hereinbefore, the accelerator 1 is not operated to shunt resistance from the armature circuit of the motor I when the master controller MC is in the switching position. If it is desired to accelerate the motor I, at a slow rate, the master controller is moved to the slow running position, thereby energizing the pilot motor 32 to operate the accelerator 1.

When the controller MC is actuated to the slow running position, in addition to the foregoing circuits, a circuit is established for energizing the pilot motor 32. This circuit may be traced from contact finger I6I, which engages the previously energized contact segment 51, conductors I62 and I63, contact members I64 and I65 of the reversing switch 45, conductor I66, the cam switch D on the accelerator 1, conductor I61, the field winding 36 and the armature winding I55 of the pilot motor 32, conductor I53 the release coil 35 of the brake 31 and thence to the grounded conductor 15.

The roller 3I oi the accelerator 1 is operated by the pilot motor 32 under control of the limit relay LR at the minimum accelerating rate, and the resistor H is shunted from the armature circuit of the motor I. As the roller 3| progresses across the field contact fingers 22 to 35, inclusive. of the accelerator I, the resistor 42 is' connected in the shunt field winding circuit of the motor I, thereby decreasing the field strength which increases the speed of the motor, in a manner well known in the art. However, as previously described, the switches S3, S4 and S6 are not opened to insert resistors 92, 53 and 54 in the field roller 3| has passed the contact finger 21. In I this manner, the conductor I23 will be energized to permit the reapplication of power to the motor I by reclosing the line switch LS after the roller 3| has passed the finger 21 of the accelerator.

As described hereinbetore, the pilot motor 32 operates the accelerator 1 to accelerate the motor I under the control oi the limit relay LR, the rate of acceleration being governed by the tension of the spring 41, which in turn is controlled by the operator of the vehicle by means of the master controller MC. By advancing the controller handle to the last position of the controller, the maximum rate of acceleration may be attained. No electrical circuits are changed to secure higher rates or acceleration.

When the contact members of the limit relay are closed by the increase in the motor current resulting from a decrease of the resistance in the motor circuit, the armature winding I53 0! the motor 32 and the brake coil 35 are shunted by the contact members, thereby stopping progression 01' the roller. The shunt circuit may be traced from one terminal of the armature I55 of the motor 32 through conductor I16, the contact members I11 0! the limit relay LR, conductor I15, and the tickler coil 53 of the limit rela to the grounded conductor 13.

As previously explained, the maximum speed of the motor I may be obtained by decreasing the shunt field strength. This is accomplished by inserting resistance in the shunt field winding circuit by means of the accelerator 1. In order to still further increase the speed of the motor. the switch S6 is opened by the opening of the cam switch V when the accelerator roller passes finger 2 I, which inserts the resistor 52 in the field winding circuit to decrease the field current. As the roller passes the finger 21, the cam switch X is opened to deenergize the switch S3, thereby inserting the resistor 54 in the shunt field circuit, and when the roller reaches the finger 35, the cam switch C is opened to open the switch 84 which still further decreases the shunt field current by inserting the resistor 53 in the field winding circuit. The holding circuits for the switches S3, S4, and S6, previously described, are interrupted when the controller MC is moved past the slow running position, thereby causing the contact fingers I2I, I22, I24, and I25 to pass oi! the segment I 23. The progression or the roller 3I is stopped as it passes the finger 35 by the opening of the cam switch D which deenergizes the pilot motor 32 and permits the brake 31 to be applied to stop the roller.

If the master controller MC is moved to the "off" position, thereby actuating the reversing switch 25, which is incorporated in the controller, the easy shut-off relay S0 is held closed so long as the motor current is above a predetermined value.

In this manner, a circuit is established which energizes the pilot motor 32 in the reverse direction to operate the roller 3I to insert the resistor H in the motor circuit, thereby decreasing the motor current.

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Furthermore, the line switch LS is held closed until the motor current has been reduced to a value which will permit the easy shut-oil relay to open. The energizing circuit for the pilot motor established by the easy shut-oil relay may be traced from the previously energized conductor 1 through conductor I8I, contact members I82 and I83, bridged by the segment I84 of the relay SO, conductors I85, I62, and I63, contact members I64 and I86 of the reversing switch 48, conductors I81 and I88, a cam switch A on the accelerator, conductor I88, the reverse field winding of the pilot motor 32, the armature winding I68, conductor I68 and the brake coil 38 to the grounded conductor 18. The holding circuit for the line switch LS extends from a contact member |8I on the relay SO through conductor I92 to the conductor I28 and thence through the actuating coil of the line switch LS through the circuit previously traced. In this manner, an easy shut-off oi the power at all times is insured.

If the master controllerMC is moved to the braking positions, the accelerator 1 is operated to increase the shunt field strength of the motor .I by decreasing the resistance in the fieldwinding circuit to cause the motor I to regenerate current, thereby producing regeneration. ,As previously described, the operation of the accelerator is under the control of the limit relay in the same manner as during acceleration, and the rate of regenerative braking is controlled by operating the controller MC to vary the tension,

- on the spring 41 which is connected to the limit relay. Regenerative braking is maintained until the vehicles speed is reduced to a point at which the maximum excitation on the shunt field winding will no longer produce sufilcient voltage in the motor I to regenerate current, at which time dynamic braking is automatically established, thereby further reducing the speed of the vehicle, which makes it necessary to use air brakes only at the end of the braking cycle to bring the vehicle to a complete stop.

When the controller MC is actuated to any one of the braking positions, the connections to the moving coil 54 on the limit relay LR are reversed 'in order to measure the motor current during braking, which is fiowing in the reverse direction from that during acceleration. The reversing of the connections of the winding 54 is taken care of by the contact segments I93, I94, and I95 on the master controller MC. Also the one terminal of the coil 5| oi the limit relay LR is connected to the opposite terminal of the field winding 4 from that to which the other terminal of the winding 5| is connected, thereby connecting the coil 5| across the field winding 4 to measure the shunt field current during braking. The circuit through the coil 5| may be traced from one terminal of the field winding 4 through conductors I54, I53, and 8|, the coil 5|, conductor 12, contact fingers 13 and 283, bridged by contact segment 204, and conductor 285 to the other terminal of the field Winding 4. a

As previously described, the booster coil 52 of the limit relay LR is connected across a portion of the resistor 42 on the accelerator 1 during a part of the braking cycle. The circuit through the coil 52 may be traced from a terminal 286 on the resistor 42 through conductor 201, the coil 52, conductor 2B8, contact fingers 208 and 263 bridged by the contact segment 284, conductors 285, I55 and the contact members I56,

"Land In of the switches s3, s4, and so, re-

circuit for the actuating coil of the switch SI may be traced from the power conductor 83 through conductors I43 and I96, an interlock I81 on the switch SI, conductor I98, the actuating coil of the switch SI and thence to ground through the circuit previously traced.

The switches S3, S4, and S8 are closed during regeneration, the contact fingers I22, I24, and I25 of the master controller being engaged by a contact segment I89 which is energized from the power conductor 83 through a contact segment 2III. Therefore, the resistors 92, 83 and 84 are shunted from the energizing circuit for the field winding 4 both during regeneration and dynamic braking.

When the motor voltage is approximately equal to the trolley voltage, the line switch L8 is closed to connect the armature 2 of the motor to the trolley, thereby permitting regeneration to take place as the motor voltage is increased. The energizing circuit for the actuating coil of the line switch LS may be traced from one terminal of the series field winding 3 through resistor I35, conductors I46 and 2I2, an interlock 2I3 on the switch SI, conductor2 I4, contact fingers 2I5 and I26, bridged by contact segments 2I6 and 2", to conductor I21 and thence through a circuit previously traced for the actuating coil of the line switch LS.

In this manner, synchronization to the line is obtained for regeneration and, furthermore, regeneration is prevented unless preceded by either motoring or coasting during which the switch SI is closed, thereby establishing the circuit for the actuating coil of the line switch LS which has just been traced. Following the closing of the line switch LS, the switch RI is closed to shunt the resistor I35 from the motor circuit in the manner hereinbefore described.

In view of the fact that a given change in shunt field current during regeneration has a much greater effect on armature current than the same change in field current during motoring, the accelerator roller is operated at a slower speed over the field fingers of the accelerator during regeneration than during motoring. The slower speed operation of the pilot motor is obtained by connecting a resistor 2|8 in parallel with the armature of the pilot motor. The parallel circuit through the resistor 2|8 may be traced from one terminal of the armature I68 of the pilot motor 32 through conductors I16 and 22I, contact fingers 222 and 223 bridged by a contact segment 224, conductor 225, an interlock 226 on the switch RI, conductor 221, the resistor 2 I8 and conductor I69 to the other terminal of the armature I68.

As described hereinbefore, the roller 3| of the accelerator 1 is operated in the reverse direction during regeneration from that during acceleration. In this manner, the resistor,42. is shunted field strength of the motor, thereby producing regeneration. The energizing circuit for the pilot motor 32 may be traced from a contact finger 23 I, which engages the previously energized segment I99, conductor 232, an interlock 233 on the switch S3, conductors I82 and I83, the contact members I83 and I38 of the reversing switch 33, conductors I31 and I33, the cam switch A, conductor I39, the reverse field winding 38, the armature I83 of the motor 32, conductor I89 and the brake coil 33 to the grounded conductor 13.

When the roller 3I reaches the contact finger 22, dynamic braking is automatically established by the closing 01' the switches BI and S2 and the opening or the switches SI and LS. The energizing circuit for the actuating coil or the switch BI may be traced from a contact finger 233, which engages the contact segment I99, through conductor 238, the cam switch T, conductor 238, the actuating coil oi the switch BI, conductors 231 and 233, an interlock 239 on the switch RI, which is closed, conductors I31 and I33, the contact members I39 on the relay 0V and conductors II I and" to the grounded conductor 13. A holdin circuit is established for the switch BI through aninterlock 232 on the switch BI The energizing circuit for the actuating coil of the switch S2 may be traced from the previously energized conductor 238 through conductor 233, the actuating coil of the switch S2, conductor I33, the contact member I39 on the relay 0V and conductors III and 11 to the grounded conductor 13.

As described hereinbeiore, different rates of dynamic braking may be obtained by closing either one or both of the switches B2 and B3 to 1 shunt a portion 01 the accelerator resistor H from the motor circuit independently of the action of the accelerator roller 3 I. If both switches are closed, the highest rate of dynamic braking is obtained. The closing of the switches B2 and B3 is governed by the position of the controller MC. The energizing circuit for the switch B2 may be traced from contact finger 233, which engages the contact segment I99, through conductor 238, the actuating coil of the switch B2 and conductors I33 and I33 to the grounded conductor 18. The energizing circuit for the switch B3 may be traced from a contact finger 238, which engages the contact segment I99, through conductor 231, the actuating coil of the switch B3 and conductors I33 and I3 8 to the grounded conductor 13.

As previously stated, the closing of the SWltChcS BI and S2 establish dynamic braking connections for the motor I. The circuit through the armature winding 2 of the motor may be traced from the one terminal of the armature through the series field winding 3, conductor 28I, contact members 282 'onthe switch BI, conductors 283 and 283, contact members 288 and 288 oi the switches B2 and B3, respectively, assuming both switches are closed, conductor 281, the resistor H of the accelerator 1, contact finger 2I, which is held against the bus bar 3 of the accelerator by the push rod 38, the bus 3, conductor I8I the actuating coil of the shut-oi! relay SO, conductor I39 and the shunt 88 to the other terminal 0! the armature 2 of the motor. The circuit through the shunt field winding extends from conductor 28I through switch S2, conductor I83, the shunt field winding 3, conductor I88, contact members I83, I81 and I83 0! the switches S3, S3 and S8, respectively, conductor I89, the bus bar 9, contact fingers 22 and 2|, the bus bar 3 and thence 3 through the circuit just previously traced to the, 7s

armature winding 2 of the motor. It will be understood that the resistor 3i is shunted from the motor circuit by the roller 3I as it is returned towards the first position, thereby governing the dynamic braking action of the motor I.

As explained hereinbefore, the switch SI is held closed in the event that the master controller is moved to the oil position to permit coasting of the vehicle, the switchSI being held closed unless the switch S2 is closed to establish dynamic braking. The circuit through the switch SI prevents opening 01' the motor shunt field under normal conditions and maintains a prede termined current through the motor shunt field during coasting. This predetermined shunt field excitation during coasting produces a motor armature voltage which is directly proportional to its speed. The armature voltage is applied to the operating coil of the spotting relay SR through a. series resistance determined by the accelerator position. The circuit through the actuating coil of the spotting relay may betraced from the terminal of the series field winding of the motor. I through conductor I33, contact fingers 283 and 289 bridged by a segment 28I, conductor 282, the actuating coil of the relay SR, conductor 283, resistors 283 and 288 and conductors I33 and I33 to the grounded conductor I8.

As the armature speed decreases, the voltage drops, and the contact members of the spotting relay are closed to energize the pilot motor 32 to return the accelerator roller 3i toward the first position. The circuit for the pilot motor may be traced from the power conductor 83 through contact fingers 33 and 288 bridged by segment 281, conductor 283, contact members 289 of the relay SR, conductor I83 and thence to the pilot motor through a circuit previously traced. As the accelerator is returned towards the first position, the cam switches N, K, H, and E are closed in sequential relation to cut the resistor 283 out of the circuit for the actuating coil of the relay SR step-by-step. The accelerator roller is thereby returned toward the first position and in this manner the position of the roller is always approximately correct for the speed 'of the main motor I, so that either braking or motoring may be obtained without a rush of armature current in either direction when the line switch is closed.

In the event of a trolley failure or power interruption during regeneration, the generated voltage rises above the trolley voltage. The actuating coil of the over-voltage relay 0V is connected between one terminal of the motor I and ground during regeneration and measures the regenerated voltage. The energizing circuit for the actuating coil of the relay 0V may be traced from the series field winding 3 through conductor I38, contact members I31 of the switch RI, conductors I38 and I38, contact members I33 of the switch LS, conductors I33 and 33, contact fingers 93 and 98, bridged by contact segments 2M and I99, conductors 93 and 2H, the actuating coil of the relay 0V, and conductor 212 to the grounded conductor 13.

As described hereinbeiore, operation of the relay 0V opens the line switch LS, opens the switchBI, it it is closed or prevents it irom closing, opens or prevents the switch 82 from closing and opens the switch S3. The opening oi the switch LS removes voltage from the control system and stops further progression of the roller 3|. The relay 0V must be reset by releasing a latch 21!. In this manner the regenerated voltage is prevented from rising to a dangerous value.

From the foregoing description, it is apparent that we have provided a motor control system which will automatically control both the acceleration and the deceleration of an electrically propelled vehicle and will insure the smooth operation of the vehicle at all times.

Since numerous changes may be made in the above-described construction, and different embodiments of the invention may be made without departing from the spirit and scope thereof, itis intended that all matter contained in the foregoing description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

We claim as our invention:

1. In a control system, in combination, a motor having an armature winding, 9. series field winding and a shunt field winding, a source of power for the motor, a resistor for controlling the motor armature current, a resistor for controlling the shunt field current, and means for successively varying said resistors to accelerate the motor and to produce regeneration and dynamic braking in sequential relation.

2. In a control system, in combination, a motor having an armature winding, a series field winding and a shunt field winding, a source of power for the motor, a variable resistor for controlling the motor armature current, a variable resistor for controlling the shunt field current, and common means for successively decreasing and increasing said resistors to accelerate the motor and for decreasing said resistors to produce regeneration and dynamic braking in sequential relation.

3. In a control system, in combination. a motor having an armature winding, a ser es field winding and a shunt. field winding. 9. source of power for the motor, a variable resistor for controlling the motor armature current, a variable resistor for controlling the shunt field current. common means for successively, decreasing and increasing said resistors to accelerate. the motor and for decreasing said resistors to produce regeneration and dynamic braking in sequential relation. and means responsive to the motorarmature current for controlling the operation of said common means.

4. In a motor control system, in combination, a motor having an armature winding, a series field winding and a shunt field winding, a source of power for the motor, switching means for connecting the motor to the power source, common means for successively shunting resistance from the motor armature circuit and inserting resistance in the shunt field circuit to accelerate the motor and for shunting resistance from the shunt field circuit to cause the motor to regenerate current, and means responsive to the motor voltage for controlling the operation of said switching means during regeneration.

5. In a motor control system, in combination, a motor having an armature winding, a series field winding and a shunt field winding, a source of power for the motor, and common means for successively shunting resistance from the motor armature circuit and inserting resistance in the shunt field circuit to accelerate the motor, said common means being operable to successively shunt resistance from the shunt field circuit and the armature circuit to produce electrical brakmature circuit and inserting resistance in the' shunt field circuit to accelerate the motor, said common means being operable to successively shunt resistance from the shunt field circuit and the armature circuit to produce electrical braking by said motor, and means responsive to the motor armature current for controlling the rate of operation of said common means.

'7: In"a motor control system, in combination, a motor havingan armature winding, 9. series field winding and a shunt field winding, a source of power for the motor, switching means for connecting the motor to the power source, a controller for controlling the operation of said switching means, a variable resistor for controlling the motor armature current, a variable resistor for controlling the shunt field current, common means for successively decreasing and increasing said resistors to accelerate the motor and for decreasing said resistors to decelerate the motor, and means responsive to the motor armature current for controlling the rate of operation of said common means.

8. In a motor control system, in combination,

'a motor having an armature winding, a series field winding and a shunt field winding, a source of power for the motor, switching means for connecting the motor to the powersource, a controller for controlling the operation of said switching means, a variable resistor for control ling the motor armature current, a variable resistor for controlling the shunt field current, common means for successively decreasing and increasing said resistors to accelerate the motor and for decreasing said'resistors to decelerate the motor, means responsive to the motor armature current for controlling the rate of operation of said common means, and means mechanically connected to said controller for governing the operation of said current-responsive means.

9. In a motor control system, in combination, a motor having an armature winding, a series field winding and a shunt field winding, a source 0 of power for the motor, switching means for connecting the motor to the power source, a controller for controlling the operation of said switching means, a variable resistor for controlling the motor armature current, a variable resistor for controlling the shunt field current, common means for successively decreasing and increasing said resistors to accelerate the motor and for decreasing said resistors to decelerate the motor, means responsive to the motor armature current for controlling the rate of operation of said common means, and spring means actuated by said controller to govern the operation of said current-responsive means.

10. In a motor control system, in combination, a motor having an armature winding, a series field winding and a shunt field winding, a source of power for the motor, switching means for connecting the motor to the power source, a controller for controlling the operation of said switching means, a variable resistor for controlling the motor armature current, a variable resistor for controlling the shunt field current, common means for successively decreasing and increasing said resistors to accelerate the motor and for decreasing said resistors to decelerate the motor, means responsive to the motor armature current for controlling the rate of operation of said common means, and switching means incorporated in said controller for controlling the direction of operation of said common means.

11. In a motor control system, in combination, a motor, a source of power for the motor, switching means for connecting the motor to the power source to operate the motor by supplying current thereto, variable resistance means for controlling the motor current, a controller for controlling the operation of said resistance means and said .troller for controlling the operation of said resistance inserting means, and relay means responsive to the motor current for preventing the opening of said switching means while the motor current exceeds a predetermined amount.

13. In a motor control system, in combination, a motor for propelling a vehicle, a source of power for the motor, switching means for connecting the motor to the power source, resistance varying means for controlling the motor speed, and means energized in accordance with the vehicle speed for controlling the operation of said resistance varying means while the motor is disconnected from the power source during a decrease in the speed of the vehicle.

14. In a motor control system, in combination, a motor for propelling a vehicle, a source or power for the motor, switching means for connecting the motor to the power source, resistance varying means for controlling the motor speed,

and relay means responsive to a decrease in the vehicle speed for controlling the operation of said resistance varying means-while the motor is disconnected from the power source during coasting of the vehicle.

15. In a motor control system, in combination,

a motor for propelling a vehicle, a source of power for the motor, switching means for connecting the motor to the power source, resistance varying means for controlling the motor speed. relay means responsive to a decrease in the vehicle speed for controlling the operation of said resistance varying means while the motor is disconnected from the power source during coasting or the vehicle, and means for governing the operation of said relay means.

16. In a motor control system, in combination, a motor for propelling a vehicle, a source 01' power for the motor, switching means for connecting the motor to the power source, resistance varying means for controlling the motor speed, relay means responsive to a decrease in the vehicle speed for controlling the operation 01' said resistance varying means while the motor is dis connected tom the power source during coasting of the vehicle, and means associated with said resistance varying means for governing the operation of said relay means.

1'7. In a control system, in combination, a motor having an armature winding, a series field winding and a shunt field winding, a source of power for the motor, a resistor for controlling the motor'armature current, a resistor for controlling the shunt field current, means for successively varying said resistors to accelerate the motor and to produce regeneration and dynamic braking in sequential relation, and switching means cooperating with said resistance varying means for establishing the motor connections during electrlcal braking.

18. In a control system, in combination, a motor having an armature winding, a series field winding and a shunt field winding, a source or power for the motor, a resistor for controlling the motor armature current, a resistor for controlling the shunt field current, means for successively varying said resistors to accelerate the motor and to produce regeneration and dynamic braking in sequential relation, switching means cooperating with said resistance varying means for establishing the motor connections during electrical braking, and interlocking means on said switching means for governing the sequence or the braking operations.

LYNN G. RILEY. NORMAN H. WILLBY. FRANK B. POWERS. 

